U.S. patent number 8,744,677 [Application Number 13/636,948] was granted by the patent office on 2014-06-03 for regenerative control system for a vehicle.
This patent grant is currently assigned to Toyota Jidosha Kabushiki Kaisha. The grantee listed for this patent is Yoshinori Futonagane, Takuya Hirai, Yuichi Shimasaki. Invention is credited to Yoshinori Futonagane, Takuya Hirai, Yuichi Shimasaki.
United States Patent |
8,744,677 |
Shimasaki , et al. |
June 3, 2014 |
Regenerative control system for a vehicle
Abstract
The present invention is intended to suppress a change in a
braking force due to a change in the magnitude of friction of an
internal combustion engine, in a regenerative control system for a
vehicle in which kinetic energy of wheels is made to be converted
(regenerated) to electrical energy, at the time of deceleration
running of the vehicle with the internal combustion engine mounted
thereon. In order to solve this subject, the present invention is
constructed such that the change in friction of the internal
combustion engine is offset by adjustment of a regenerative braking
force by regulating an amount of excitation current supplied to an
electric generator according to the magnitude of friction in the
internal combustion engine, at the time of deceleration running of
the vehicle.
Inventors: |
Shimasaki; Yuichi (Mishima,
JP), Futonagane; Yoshinori (Susono, JP),
Hirai; Takuya (Susono, JP) |
Applicant: |
Name |
City |
State |
Country |
Type |
Shimasaki; Yuichi
Futonagane; Yoshinori
Hirai; Takuya |
Mishima
Susono
Susono |
N/A
N/A
N/A |
JP
JP
JP |
|
|
Assignee: |
Toyota Jidosha Kabushiki Kaisha
(Toyota, JP)
|
Family
ID: |
44672585 |
Appl.
No.: |
13/636,948 |
Filed: |
March 25, 2010 |
PCT
Filed: |
March 25, 2010 |
PCT No.: |
PCT/JP2010/055210 |
371(c)(1),(2),(4) Date: |
September 24, 2012 |
PCT
Pub. No.: |
WO2011/117994 |
PCT
Pub. Date: |
September 29, 2011 |
Prior Publication Data
|
|
|
|
Document
Identifier |
Publication Date |
|
US 20130018548 A1 |
Jan 17, 2013 |
|
Current U.S.
Class: |
701/36;
303/152 |
Current CPC
Class: |
B60L
50/16 (20190201); B60L 7/18 (20130101); B60L
58/20 (20190201); B60L 15/20 (20130101); B60L
1/02 (20130101); F16N 2250/04 (20130101); Y02T
10/645 (20130101); Y02T 10/7066 (20130101); Y02T
10/7077 (20130101); Y02T 10/64 (20130101); F16N
2250/08 (20130101); Y02T 10/7005 (20130101); Y02T
10/7072 (20130101); Y02T 10/72 (20130101); Y02T
10/70 (20130101); Y02T 10/7275 (20130101); B60L
2240/36 (20130101) |
Current International
Class: |
G05B
11/32 (20060101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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A-6-319206 |
|
Nov 1994 |
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JP |
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A-10-336804 |
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Dec 1998 |
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JP |
|
A-2000-337493 |
|
Dec 2000 |
|
JP |
|
A-2001-83046 |
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Mar 2001 |
|
JP |
|
A-2004-84514 |
|
Mar 2004 |
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JP |
|
A-2004-268901 |
|
Sep 2004 |
|
JP |
|
A-2006-94624 |
|
Apr 2006 |
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JP |
|
A-2007-186045 |
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Jul 2007 |
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JP |
|
A-2007-198170 |
|
Aug 2007 |
|
JP |
|
A-2007-211684 |
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Aug 2007 |
|
JP |
|
A-2008-189122 |
|
Aug 2008 |
|
JP |
|
A-2009-138671 |
|
Jun 2009 |
|
JP |
|
Other References
Hogan, Matthew, EIC STIC search for Application 13636948, Feb. 13,
2014. cited by examiner .
International Search Report issued in International Patent
Application No. PCT/JP2010/055210 dated Apr. 27, 2010. cited by
applicant.
|
Primary Examiner: Jabr; Fadey
Assistant Examiner: Ramesh; Krishnan
Attorney, Agent or Firm: Oliff PLC
Claims
The invention claimed is:
1. A regenerative control method for a vehicle in which at a time
of deceleration running of the vehicle on which an internal
combustion engine and an electric generator configured to be
operatively connected with wheels are mounted, kinetic energy of
the wheels of the vehicle is converted into electrical energy by
applying an excitation current to the electric generator, the
method being executed by an electronic control unit of the vehicle
and comprising: regulating an amount of the excitation current
applied to the electric generator according to a magnitude of
friction in the internal combustion engine, the magnitude of
friction being obtained by an arithmetic operation model using as
arguments a temperature of lubricating oil and an engine rotational
speed; and correcting the arithmetic operation model by use of a
difference between (i) the magnitude of friction in the internal
combustion engine calculated according to the arithmetic operation
model at a time when the internal combustion engine is in a no-load
running state, and (ii) the magnitude of friction in the internal
combustion engine calculated by using an amount of fuel injection
as a parameter at the time when the internal combustion engine is
in the no-load running state.
2. A regenerative control system for a vehicle comprising: an
internal combustion engine configured to be operatively connected
with wheels of the vehicle; an electric generator configured to be
operatively connected with the wheels or the internal combustion
engine; and an electronic control unit configured to control a
regenerative process that converts kinetic energy of the wheels
into electrical energy by supplying an excitation current to the
electric generator at a time of deceleration running of the
vehicle, wherein the electronic control unit obtains a magnitude of
friction in the internal combustion engine according to an
arithmetic operation model using as arguments a temperature of
lubricating oil and a number of engine revolutions per unit time,
and regulates an amount of the excitation current to be supplied to
the electric generator according to the magnitude of friction thus
obtained, and the electronic control unit corrects the arithmetic
operation model by use of a difference between (i) the magnitude of
friction in the internal combustion engine calculated according to
the arithmetic operation model when the internal combustion engine
is in a no-load running state, and (ii) the magnitude of friction
in the internal combustion engine calculated by using an amount of
fuel injection as a parameter at the time when the internal
combustion engine is in the no-load running state.
Description
TECHNICAL FIELD
The present invention relates to a technology of converting kinetic
energy of wheels into electrical energy, by actuating an electric
generator utilizing the kinetic energy of wheels, at the time of
deceleration running of a vehicle.
BACKGROUND ART
In a Patent Document 1, there is described a technology in which in
a system where an electric generator is caused to actuate utilizing
kinetic energy of wheels at the time of deceleration running of a
vehicle, a pumping loss of an internal combustion engine is changed
according to a change in an amount of electric power generated by
the electric generator (an amount of regeneration).
In a Patent Document 2, there is described a technology in which in
a system where a fuel injection amount learning value is obtained
on the basis of an idle injection amount reference value, so that
an engine rotational speed can be controlled to a target idle
engine rotational speed, the fuel injection amount learning value
is obtained after correcting the idle injection amount reference
value according to operating states of accessories (auxiliary
machines) or a temperature of cooling water.
In a Patent Document 3, there is described a technology in which in
a system where a fall in temperature of a catalyst is suppressed by
decreasing an amount of intake air sucked into an internal
combustion engine at the time of deceleration running of a vehicle,
a pumping loss of the internal combustion engine is made to be
reduced by regulating opening and closing timing of intake valves,
so that an amount of regeneration of kinetic energy is made to
increase.
In a Patent Document 4, there is described a technology in which
the timing at that a voltage generated by an electric generator is
changed to a low generated voltage from a standard generated
voltage is made to be synchronized with the timing at that fuel
injection is caused to resume from a fuel cut off state, so that a
rotational variation of an internal combustion engine associated
with a change of generated voltage is made to be reduced.
PRIOR ART REFERENCES
Patent Documents
Patent Document 1: Japanese patent application laid-open No.
2004-084514
Patent Document 2: Japanese patent application laid-open No.
2007-198170
Patent Document 3: Japanese patent application laid-open No.
2009-138671
Patent Document 4: Japanese patent application laid-open No.
SUMMARY OF THE INVENTION
Problems to be Solved by the Invention
However, when a vehicle with an internal combustion engine mounted
thereon is in a deceleration running state, a braking force (engine
brake) due to pumping work of the internal combustion engine is
generated. The magnitude of engine brake changes with not only the
magnitude (amount) of a pumping loss of the internal combustion
engine, but also the magnitude of friction. For that reason, if the
magnitude of friction in the internal combustion engine changes,
the magnitude of a total braking force acting on the vehicle (a
braking force which is obtained by adding the engine brake to a
regenerative braking force) will change.
The present invention has been made in view of the above-mentioned
actual circumstances, and the object of the present invention is to
suppress a change in a total braking force due to a change in the
magnitude of friction in an internal combustion engine, in a system
in which kinetic energy of wheels is made to be converted
(regenerated) into electrical energy, by actuating an electric
generator utilizing the kinetic energy of wheels at the time of
deceleration running of a vehicle with the internal combustion
engine mounted thereon.
Means for Solving the Problems
In order to solve the above-mentioned problems, the present
invention is constructed such that in a regenerative control system
for a vehicle which serves to convert (regenerate) kinetic energy
of wheels into electrical energy at the time of deceleration
running of the vehicle, an amount of electric power (an amount of
regeneration) generated by an electric generator is regulated
according to the magnitude of friction in an internal combustion
engine.
Specifically, the present invention resides in a regenerative
control system for a vehicle which serves to convert kinetic energy
of wheels into electrical energy by applying an excitation current
to an electric generator at the time of deceleration running of the
vehicle on which an internal combustion engine and the electric
generator being able to be operatively connected with wheels are
mounted, wherein the excitation current is regulated according to
the magnitude of friction in the internal combustion engine.
When control for converting (regenerating) the kinetic energy of
wheels into electrical energy (hereinafter referred to as
"regenerative control") at the time of deceleration running of the
vehicle is carried out, a regenerative braking force acts on the
vehicle. Moreover, the kinetic energy of wheels is consumed by
pumping work (pumping loss) of the internal combustion engine, and
hence, engine brake acts on the vehicle.
In addition to the magnitude of the pumping loss of the internal
combustion engine, the magnitude (amount) of the engine brake
changes also with the magnitude (amount) of friction in the
internal combustion engine (hereinafter referred to as "engine
friction"). For example, when the engine friction is large, the
engine brake becomes larger in comparison with the time when the
engine friction is small. For that reason, in cases where the
magnitude of the regenerative braking force (the amount of electric
power generated by the electric generator) is decided in
consideration of only the magnitude of the pumping loss of the
internal combustion engine, the magnitude of a total braking force
(a braking force which is obtained by adding the engine brake to
the regenerative braking force) may change according to the
magnitude of the engine friction.
On the other hand, in the regenerative control system for a vehicle
according to the present invention, the amount of excitation
current for the electric generator is regulated depending on the
magnitude of the engine friction. That is, the regenerative braking
force is regulated according to the magnitude of friction in the
internal combustion engine. For example, when the engine friction
is large, the amount of excitation current is made smaller in
comparison with the time when the engine friction is small. As a
result, in cases where the engine friction is large, the
regenerative braking force becomes smaller in comparison with the
case where the engine friction is small. In addition, when the
engine friction is small, the amount of excitation current is made
larger in comparison with the time when the engine friction is
large. As a result, in cases where the engine friction is small,
the regenerative braking force becomes larger in comparison with
the case where the engine friction is large.
When the regenerative braking force is regulated according to the
magnitude of the engine friction in this manner, it is possible to
avoid a situation where the total braking force is changed due to a
change in the magnitude of the engine friction. For example, it is
possible to avoid a situation where the total braking force becomes
too large or excessive when the engine friction is large, and a
situation where the total braking force becomes too small or
insufficient when the engine friction is small, etc. Stated in
another way, the magnitude of the total braking force can be
converged to a desired magnitude irrespective of the magnitude of
the engine friction.
The magnitude of the engine friction is mainly correlated with a
drive loss of the oil pump and a sliding resistance in slide parts
of the internal combustion engine resulting from the viscosity of
lubricating oil. The viscosity of lubricating oil changes according
to the temperature of the lubricating oil. The drive loss of the
oil pump changes according to the viscosity of the lubricating oil
and an amount of lubricating oil delivered per unit time by the oil
pump. The amount of lubricating oil delivered per unit time by the
oil pump is correlated with the engine rotational speed. The
sliding resistance of the slide parts (e.g., bearing portions of a
crank journal, etc.) of the internal combustion engine changes
according to the viscosity of the lubricating oil and the engine
rotational speed.
Accordingly, the regenerative control system for a vehicle
according to the present invention may be equipped with an
arithmetic operation model (calculation model) which serves to
calculate the magnitude of the engine friction by using, as
arguments, the temperature of the lubricating oil and the engine
rotational speed at the time of the execution of the regenerative
control. By using such an arithmetic operation model, it is
possible to obtain the magnitude of friction on which the magnitude
of the drive loss of the oil pump and the magnitude of the sliding
resistance in the slide parts of the internal combustion engine
resulting from the viscosity of the lubricating oil are reflected.
Here, note that because the magnitude of the pumping loss of the
internal combustion engine is correlated with the engine rotational
speed, the above-mentioned arithmetic operation model may also be
made as an arithmetic operation model which serves to calculate a
total sum of the engine friction and the pumping loss.
In addition, in cases where the lubricating oil has degraded with
the lapse of time, or in cases where the kind of the lubricating
oil is changed by a user of the vehicle, etc., the magnitude of
friction calculated according to the arithmetic operation model and
the actual magnitude of friction may differ from each other.
Accordingly, the regenerative control system for a vehicle
according to the present invention may obtain the actual magnitude
of friction in the internal combustion engine from an amount of
fuel injection when the internal combustion engine is in a no-load
running state, and at the same time, calculate the magnitude of the
engine friction by making use of the arithmetic operation model.
Then, correction of the arithmetic operation model may be carried
out according to a difference of these two values. The correction
referred to herein includes a mode to correct a value which have
been calculated according to the arithmetic operation model, a mode
to correct a coefficient(s) included in the arithmetic operation
model, and a mode to carry out addition, subtraction,
multiplication and division of the arithmetic operation model by a
correction coefficient.
The amount of fuel injection at the time of no-load running is
correlated with the magnitude of the engine friction. For example,
in cases where the engine friction is large, the amount of fuel
injection becomes larger in comparison with the case where the
engine friction is small. Therefore, when the magnitude of friction
changes due to the degradation of the lubricating oil or the change
of the kind of the lubricating oil, the amount of fuel injection at
the time of no-load running will change from an initial value
thereof (e.g., an amount of fuel injection when the lubricating oil
of the kind assumed at the time of the designing of the internal
combustion engine is used and when the temperature of the
lubricating oil is an appropriate temperature).
The change of friction accompanying the degradation over time of
the lubricating oil or a change of the kind thereof can be obtained
by making a comparison between the magnitude of friction obtained
based on the amount of fuel injection at the time of the no-load
running of the internal combustion engine, and the magnitude of
friction obtained according to the arithmetic operation model under
the same operating state of the internal combustion engine. In
other words, a difference between the both of them can be assumed
as a width of change of friction accompanying the degradation over
time of the lubricating oil, or the change of the kind thereof.
Accordingly, if the arithmetic operation model is corrected by the
use of the difference between the both of them, it becomes possible
to obtain the magnitude of the engine friction with high accuracy,
even in cases where the lubricating oil has degraded with the lapse
of time, or in cases where the kind of the lubricating oil has been
changed.
Moreover, on the vehicle which is in a deceleration running state,
there act a running resistance of the vehicle and a braking force
(hereinafter referred to as "frictional braking force") of a
mechanical brake (a braking device which serves to convert the
kinetic energy of the vehicle into thermal energy by the use of
friction), in addition to the regenerative braking force and the
engine brake. Therefore, the magnitude of the regenerative braking
force may be decided in consideration of the magnitude of the
running resistance and the magnitude of the frictional braking
force, in addition to the magnitude of the engine brake.
For example, the amount of excitation current for the electric
generator may be decided in such a manner that an energy
(=Evhl-(Erl+Ebrk+Eegbk)), which is obtained by subtracting, from a
kinetic energy Evhl of the vehicle, a deceleration energy Erl due
to the running resistance, a deceleration energy Ebrk due to the
frictional braking force, and a deceleration energy Eegbk due to
the engine brake, is converted into an electrical energy. If the
amount of excitation current (the amount of power generation) of
the electric generator is decided in this manner, in cases where
the magnitude of the engine friction has changed, or in cases where
the magnitude of the running resistance changes, etc., such a
change can be offset by increasing or decreasing the regenerative
braking force. As a result, the relation between the amount of
operation of the mechanical brake and the magnitude of the
frictional braking force can be kept in a fixed relationship.
Effect of the Invention
According to the present invention, in a regenerative control
system for a vehicle in which kinetic energy of wheels is
regenerated to electrical energy at the time of deceleration
running of the vehicle, it is possible to suppress a change in a
total braking force due to a change in the magnitude of friction of
an internal combustion engine.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a view showing the schematic construction of a vehicle to
which the present invention is applied.
FIG. 2 is a view showing the schematic construction of a power
generation mechanism.
FIG. 3 is a view showing the relation among an oil temperature, an
oil pressure and an engine load in a reference engine rotational
speed.
FIG. 4 is a view showing the relation among an oil temperature, a
engine rotational speed and an engine load when the oil pressure is
constant.
FIG. 5 is a view showing the relation between a engine rotational
speed and a engine rotational speed correction coefficient.
FIG. 6 is a view showing the relation between an engine friction
and a total braking force in cases where the viscosity of
lubricating oil becomes higher than a proper range.
FIG. 7 is a view showing the relation between an engine friction
and a total braking force in cases where the viscosity of
lubricating oil becomes lower than the proper range.
FIG. 8 is a flow chart showing a regenerative control routine.
FIG. 9 is a flow chart showing a routine which is executed at the
time when a correction value for the engine friction is
learned.
MODES FOR CARRYING OUT THE INVENTION
Hereinafter, specific embodiments according to the present
invention will be described based on the attached drawings.
However, the dimensions, materials, shapes, relative arrangements
and so on of component parts described in the embodiments are not
intended to limit the technical scope of the present invention to
these alone in particular as long as there are no specific
statements.
<First Embodiment>
First, reference will be made to a first embodiment according to
the present invention based on FIGS. 1 through 8. FIG. 1 is a view
showing the schematic construction of a vehicle to which the
present invention is applied. The vehicle M shown in FIG. 1 is an
automobile or a motor vehicle which is equipped with two pairs of
wheels 6, 7.
An internal combustion engine 1 as a prime mover is mounted on the
vehicle M. An output shaft of the internal combustion engine 1 is
connected with an input shaft of a transmission 2. An output shaft
of the transmission 2 is connected with a differential gear 4
through a propeller shaft 3. Two drive shafts 5 are connected with
the differential gear 4. The drive shafts 5 are connected with one
pair of wheels 6, respectively. Here, note that remaining wheels 7
are hung or suspended by the vehicle M in such a manner as to be
freely rotatable in a circumferential direction (hereinafter, the
wheels 6 are referred to as "the drive wheels 6", and the wheels 7
are referred to as the idle or driven wheels 7'').
The power outputted from the internal combustion engine 1 (rotating
or running torque of the output shaft thereof), after being changed
in speed by the transmission 2, is transmitted to the propeller
shaft 3, and it is then transmitted to the drive shafts 5 and the
drive wheels 6 after being reduced in speed or slowed down by the
differential gear 4.
A power generation mechanism 100 is arranged in combination or
parallel with the internal combustion engine 1. The power
generation mechanism 100 is provided with an alternator 101, a high
voltage battery 102, a low voltage battery 103, a changeover switch
104, and a high voltage electric load 105, as shown in FIG. 2.
The alternator 101 is an electric generator which is connected with
the output shaft of the internal combustion engine 1 (or a member
which rotates in association with the output shaft) through pulleys
and a belt, etc., so that it converts the kinetic energy
(rotational energy) of the output shaft into electrical energy.
Specifically, the alternator 101 is a three-phase AC generator
which is equipped with a stator coil having a three-phase winding,
a field coil wound around a rotor, a rectifier that rectifies an
alternating current generated in the stator coil into a direct
current, and a regulator 101a that changes over between turn-on and
turn-off of an excitation current (field current) to the field
coil.
When the field current is supplied to the field coil, the
alternator 101 constructed in this manner generates an induction
current (three-phase AC current) in the stator coil, rectifies the
three-phase AC current thus generated into a DC current, and
outputs it.
The construction is such that the output of the alternator 101 is
inputted to an input terminal 104a of the changeover switch 104.
The changeover switch 104 is equipped with one input terminal 104a
and two output terminals 104b, 104c, and is a circuit which serves
to change over the connection destination of the input terminal
104a to either one of the two output terminals 104b, 104c.
One (hereinafter referred to as a "first output terminal") 104b of
the two output terminals 104b, 104c of the changeover switch 104 is
connected to the high voltage battery 102 and the high voltage
electric load 105. The other (hereinafter referred to as a "second
output terminal") 104c of the two output terminals 104b, 104c is
connected to the low voltage battery 103.
The high voltage battery 102 is a battery into and from which
electricity of a high voltage (e.g., about 42 V) can be charged and
discharged, and is composed of a lead storage battery, a nickel
hydrogen battery, or a lithium ion battery. The high voltage
electric load 105 is an electric load which is operated by means of
electrical energy of high voltage. As such an electric load, there
are mentioned, for example, a defogger, an oil heater, an electric
water pump, and a motor assist turbo, an electrically heated
catalyst, a starter motor, and so on. The low voltage battery 103
is a battery into and from which electricity of a voltage (e.g.,
about 14 V) lower than that of the high voltage battery 102 can be
charged and discharged, and is composed of a lead storage battery,
a nickel hydrogen battery, or a lithium ion battery.
Here, reverting to FIG. 1, on the vehicle, there is mounted an
electronic control unit (ECU) 20 for controlling the internal
combustion engine 1, the transmission 2 and the power generation
mechanism 100 in an electrical manner, in combination therewith.
Here, note that in FIG. 1, the single ECU 20 is used, but it may be
divided into three parts, i.e., an ECU for the internal combustion
engine 1, an ECU for the transmission 2, and an ECU for the power
generation mechanism 100, respectively.
To the ECU 20, there are inputted the output signals of a variety
of kinds of sensors such as an accelerator position sensor 21, a
shift position sensor 22, a brake stroke sensor 23, a crank
position sensor 24, a vehicle speed sensor 25, an oil temperature
sensor 26, an oil pressure sensor 27, a first SOC sensor 102a, a
second SOC sensor 103a, a pair of first wheel speed sensors 60, a
pair of second wheel speed sensors 70, and so on.
The accelerator position sensor 21 is a sensor which outputs an
electrical signal corresponding to the amount of operation (the
amount of depression or step down) of an accelerator pedal. The
shift position sensor 22 is a sensor which outputs an electrical
signal corresponding to the position of operation of a shift lever.
The brake stroke sensor 23 is a sensor which outputs an electrical
signal corresponding to the amount of operation (the amount of
depression or step down) of an operation pedal (brake pedal) for
mechanical brake. The crank position sensor 24 is a sensor which
outputs an electrical signal corresponding to the rotational
position of the output shaft (crankshaft) of the internal
combustion engine 1. The vehicle speed sensor 25 is a sensor which
outputs an electrical signal corresponding to the travel speed of
the vehicle (vehicle speed). The oil temperature sensor 26 is a
sensor which outputs an electrical signal corresponding to the
temperature of lubricating oil circulating through the internal
combustion engine 1. The oil pressure sensor 27 is a sensor which
outputs an electrical signal corresponding to the pressure of the
lubricating oil circulating through the internal combustion engine
1. The first SOC sensor 102a is a sensor which outputs an
electrical signal corresponding to the state of charge of the high
voltage battery 102. The second SOC sensor 103a is a sensor which
outputs an electrical signal corresponding to the state of charge
of the low voltage battery 103. The first wheel speed sensors 60
are sensors which output electrical signals corresponding to
rotational speeds (angular speed) of the drive wheels 6,
respectively. The second wheel speed sensors 70 are sensors which
output electrical signals corresponding to rotational speeds
(angular speed) of the driven wheels 7, respectively.
The ECU 20 controls the operating state of the internal combustion
engine 1, the speed change state of the transmission 2, the power
generation state of the power generation mechanism 100, and so on
based on output signals of above-mentioned various kinds of
sensors. In the following, a method for controlling the power
generation mechanism 100 by means of the ECU 20 will be
described.
The ECU 20 changes a power generation voltage of the alternator 101
by performing the duty control of the on and off of the regulator
101a. Specifically, in cases where the power generation voltage of
the alternator 101 is made higher, the ECU 20 decides a duty ratio
in such a manner that the on time of the regulator 101a becomes
long (i.e., the off time thereof becomes short). On the other hand,
in cases where the power generation voltage of the alternator 101
is made lower, the ECU 20 decides the duty ratio in such a manner
that the on time of the regulator 101a becomes short (i.e., the off
time thereof becomes long). Moreover, the ECU 20 also senses an
actual power generation voltage of the alternator 101, and carries
out feedback control of the duty ratio according to the difference
between the actual power generation voltage and a target power
generation voltage thereof.
When the high voltage battery 102 is charged, or when electricity
is supplied to the high voltage electric load 105, the ECU 20
carries out the duty control of the regulator 101a so as to make
the power generation voltage of the alternator 101 in match with a
voltage (hereinafter, referred to as a "high voltage") which is
suitable for charging the high voltage battery 102, and at the same
time, controls the changeover switch 104 in such a manner that the
input terminal 104a and the first output terminal 104b are
connected with each other.
On the other hand, when the low voltage battery 103 is charged, the
ECU 20 carries out the duty control of the regulator 101a so as to
make the power generation voltage of the alternator 101 in match
with a voltage (hereinafter, referred to as a "low voltage") which
is suitable for charging the low voltage battery 103, and at the
same time, controls the changeover switch 104 in such a manner that
the input terminal 104a and the second output terminal 104c are
connected with each other.
In addition, when the vehicle M is in a deceleration running state,
for example, when the vehicle speed is larger than zero and the
amount of operation of the accelerator pedal is zero, the kinetic
energy of the drive wheels 6 is transmitted to the alternator 101
through the drive shafts 5, the differential gear 4, the propeller
shaft 3, the transmission 2, and the internal combustion engine 1.
In other words, the rotor of the alternator 101 is driven to rotate
in association with the drive wheels 6. In that case, if the field
current is applied to the alternator 101, the kinetic energy of the
drive wheels 6 can be converted (regenerated) into electrical
energy.
Accordingly, by applying the field current to the alternator 101
when the vehicle M is in a deceleration running state, the ECU 20
carries out regenerative control to convert (regenerate) the
kinetic energy of the drive wheels 6 to electrical energy.
It is desirable that at the time of deceleration running of the
vehicle M, the relation between the deceleration of the vehicle M
and driving conditions (e.g., the vehicle speed, the shift
position, the amount of operation of the brake pedal, etc.) be
fixed as much as possible. For that reason, it is desirable that
the magnitude of the sum (total braking force) of a regenerative
braking force and an engine brake force be fixed with respect to
the driving conditions of the vehicle M.
However, the magnitude of the engine brake force changes with not
only the magnitude of the pumping loss of the internal combustion
engine, but also the magnitude of friction thereof. For that
reason, as the magnitude of friction of the internal combustion
engine 1 (engine friction) changes, the magnitude of the total
braking force and the deceleration of the vehicle M also change. As
a result, it is desirable that the magnitude of the regenerative
braking force (the amount of power generation of the alternator 101
(the amount of regeneration)) be decided by taking account of the
magnitude of the engine friction.
The magnitude of the engine friction is correlated with the
viscosity of the lubricating oil. That is, as the viscosity of the
lubricating oil changes, the magnitude of a drive loss of the oil
pump, the magnitude of the sliding resistance of slide parts, and
the like change. For example, the drive loss of the oil pump
becomes larger, and at the same time the sliding resistance of the
slide parts becomes larger in cases where the viscosity of the
lubricating oil is high, in comparison with the case where it is
low. As a result, the engine friction becomes larger in cases where
the viscosity of the lubricating oil is low, in comparison with the
case where it is high.
Accordingly, if the magnitude of the regenerative braking force
(the amount of the field current applied to the alternator 101) is
decided without regard for the magnitude of the engine friction,
there may occur a situation where the magnitude of the total
braking force changes with the magnitude of the engine friction. In
such a case, the deceleration of the vehicle M will change with the
magnitude of the engine friction, so that an odd or uncomfortable
feeling may be give to the driver of the vehicle M.
Accordingly, in the regenerative control of this embodiment, the
ECU 20 specifies the magnitude of the engine friction based on the
magnitude of the drive loss of the oil pump and the magnitude of
the sliding resistance of the slide parts resulting from the
viscosity of the lubricating oil. Furthermore, the ECU 20 regulates
the regenerative braking force (the amount of the field current
applied to the alternator 101) in accordance with the magnitude of
the engine friction thus specified.
Here, a method to specify the magnitude of the engine friction is
explained based on FIGS. 3 through 5. Here, note that the engine
friction referred to herein is assumed to also include the pumping
work (pumping loss) of the internal combustion engine 1, in
addition to the drive loss of the oil pump and the sliding
resistance of the slide parts resulting from the viscosity of the
lubricating oil.
The ECU 20 first calculates an engine friction (hereinafter,
referred to as a "reference engine friction") in a prescribed
engine rotational speed (hereinafter, referred to as a "reference
engine rotational speed") by the use of an output signal Toil of
the oil temperature sensor 26, and an output signal Poil of the oil
pressure sensor 27 as arguments.
As shown in FIG. 3, under the condition that the engine rotational
speed is constant, the engine friction tends to become larger when
the oil temperature is low and the oil pressure is high, in
comparison with the case when the oil temperature is high and the
oil pressure is low. Accordingly, in this embodiment, the relations
among the oil temperature and the oil pressure in the reference
engine rotational speed, and the reference engine friction have
been beforehand obtained experimentally, and these relations have
been mapped.
The ECU 20 can calculate the reference engine friction by making
use of a map shown in FIG. 3, while using an output signal Toil of
the oil temperature sensor 26 and an output signal Poil of the oil
pressure sensor 27 as arguments.
Here, note that there is a high possibility that the engine
rotational speed (hereinafter referred to as an "actual engine
rotational speed") at the time when the oil temperature Toil and
the oil pressure Poil are measured may be different from the
reference engine rotational speed. For that reason, in cases where
the actual engine rotational speed is different from the reference
engine rotational speed, it is necessary to obtain an engine
friction which is suitable for the actual engine rotational
speed.
FIG. 4 is the result of the measurement of the relation among the
oil temperature, the engine rotational speed and the engine
friction in cases where the oil pressure is fixed or constant.
According to the measurement result of FIG. 4, even if the oil
pressure and the oil temperature are constant, there is a tendency
that the engine friction becomes larger when the engine rotational
speed is high than when it is low. For this reason, in cases where
the actual engine rotational speed is higher than the reference
engine rotational speed, it is necessary to correct the reference
engine friction so as to increase it. And, in cases where the
actual engine rotational speed is lower than the reference engine
rotational speed, it is necessary to correct the reference engine
friction so as to decrease it.
Accordingly, the ECU 20 calculates an engine friction suitable for
the actual engine rotational speed by correcting the reference
engine friction with a correction coefficient (hereinafter referred
to as a "engine rotational speed correction coefficient") based on
the actual engine rotational speed.
FIG. 5 is a view showing the relation between the engine rotational
speed correction coefficient and the engine rotational speed. The
engine rotational speed correction coefficient shown in FIG. 5 is a
value which is obtained by dividing the engine friction (the engine
friction measured under a fixed engine rotational speed, similar to
FIG. 3) in each engine rotational speed by the reference engine
friction. The relation shown in FIG. 5 is assumed to have been made
into a map beforehand by an adaptation process which makes use of
experiments, etc.
The ECU 20 calculates the engine rotational speed correction
coefficient by making use of the map shown in FIG. 5 with the use
of the actual engine rotational speed as an argument. Subsequently,
the ECU 20 calculates the engine friction suitable for the actual
engine rotational speed by multiplying the above-mentioned
reference engine friction by the engine rotational speed correction
coefficient obtained from the map of FIG. 5.
Here, note that the engine friction can be obtained by making use
of the maps of FIG. 3 through FIG. 5 as mentioned above, but an
arithmetic operation (calculation) model may have been beforehand
created based on the relations of FIG. 3 through FIG. 5, and the
engine friction may be calculated according to the arithmetic
operation model thus created. An arithmetic operation model in that
case can be represented by the following expression, for example.
F=.alpha.*EXP(.beta.*Ne)*(.gamma.*Ov.sup.2+.delta.*Ov+.epsilon.)
In the above-mentioned expression, "F" represents the engine
friction; "Ne" represents the engine rotational speed; and "Ov"
represents the viscosity which is decided according to the
temperature of the lubricating oil, respectively. In addition,
".alpha." represents a coefficient which is decided according to
the area of the slide parts of the internal combustion engine 1,
etc.; ".beta." represents a coefficient which is decided according
to the extent or degree of change of the engine friction with
respect to a change in the engine rotational speed of the internal
combustion engine 1; ".gamma." and ".delta." represent coefficients
which are decided according to the extents or degrees of change of
the engine friction with respect to a change in the oil temperature
Toil; and ".epsilon." represents a constant which is decided
according to the extent or degree of change of the engine friction
with respect to a change in the oil pressure Poll,
respectively.
When the engine friction is obtained according to the various
methods as mentioned above, the ECU 20 calculates the magnitude of
the regenerative braking force (a target amount of power generation
of the alternator 101) in such a manner that the total braking
force is coincident with a target value thereof.
A target value Etoltrg of the total braking force is a value
(Etoltrg=Evhl-(Ed+Ebrk)) which is obtained by subtracting a speed
reduction or a deceleration energy Erl due to a running resistance
of the vehicle and a deceleration energy Ebrk due to a frictional
braking force from a kinetic energy Evhl of the vehicle M.
The kinetic energy of the vehicle M can be calculated by the use of
the weight and the vehicle speed (the output signal of the vehicle
speed sensor 25) of the vehicle M as parameters.
The running resistance is a force which acts in a direction reverse
or opposite to a direction of movement of the vehicle M. The
running resistance includes air resistance of a vehicle body,
rolling resistance of wheels 6, 7, grade resistance of a traveling
road, a frictional drag or resistance in bearings of wheels 6, 7,
and so on. The deceleration energy (hereinafter referred to simply
as a "running resistance") Erl due to the running resistance can be
calculated by using, as parameters, an air resistance coefficient
of the vehicle body, a frontal projected area of the vehicle M, the
vehicle speed (the output signal of the vehicle speed sensor 25), a
rolling resistance coefficient of wheels 6, 7, the weight of the
vehicle M, and the grade or slope of the traveling road.
The deceleration energy (hereinafter referred to simply as a
"frictional braking force") Ebrk due to the frictional braking
force can be calculated by using, as parameters, a coefficient of
friction of a friction member (brake pad) used for a mechanical
brake, rotational speeds of wheels 6, 7 (output signals of wheel
speed sensors 60, 70), and the amount of operation of the brake
pedal (the output signal of the brake stroke sensor 23).
Next, the ECU 20 calculates the target value Eregtrg
(=Etoltrg-Eegbk) of the regenerative braking force by subtracting a
deceleration energy (hereinafter referred to simply as an "engine
brake") Eegbk due to engine braking from the target value Etoltrg
of the total braking force. Here, note that the engine brake Eegbk
is what is obtained by adding an engine friction F to a pumping
loss Eegpl of the internal combustion engine 1 (i.e.,
Eegbk=Eegpl+F). The pumping loss Eegpl of the internal combustion
engine 1 can be calculated by using, as a parameter, the engine
rotational speed Ne or the degree of opening of a throttle
valve.
When the target value Eregtrg (=Evhl-(Ed+Ebrk+Eegbk)) of the
regenerative braking force is decided in this manner, it is
possible to avoid a situation where the total braking force becomes
too large or too small with a change in the engine friction F.
FIG. 6 is a view showing the relation between the engine friction F
and the total braking force in cases where the viscosity of the
lubricating oil becomes higher than a proper range (e.g., the
viscosity of the lubricating oil after the completion of warming up
of the internal combustion engine 1). A in FIG. 6 indicates the
total braking force at the time when the viscosity of the
lubricating oil is in the proper range. B in FIG. 6 indicates the
total braking force at the time when the viscosity of the
lubricating oil is higher than the proper range and at the same
time the adjustment of the regenerative braking force is not
carried out. C in FIG. 6 indicates the total braking force at the
time when the viscosity of the lubricating oil is higher than the
proper range and at the same time the adjustment of the
regenerative braking force is carried out.
As shown in B in FIG. 6, when the viscosity of the lubricating oil
becomes higher than the proper range, the engine friction F
increases. At that time, if the adjustment of the regenerative
braking force Ereg is not carried out, the total braking force will
exceed the target value Etoltrg. As a result, the deceleration of
the vehicle M becomes too large or excessive with respect to the
amount of operation of the brake pedal. When the deceleration of
the vehicle M becomes excessive with respect to the amount of
operation of the brake pedal, there occurs a need for the driver to
decrease the amount of operation of the brake pedal.
On the other hand, as shown in C in FIG. 6, when the regenerative
braking force Ereg is decreased according to the increased amount
of the engine friction F, the total braking force becomes
equivalent to the target value Etoltrg. In other words, the amount
of increase of the engine friction F will be offset by the amount
of decrease of the regenerative braking force Ereg. As a result, it
is possible to avoid the situation where the deceleration of the
vehicle M becomes excessive with respect to the amount of operation
of the brake pedal.
FIG. 7 is a view showing the relation between the engine friction F
and the total braking force in cases where the viscosity of
lubricating oil becomes lower than the proper range. A in FIG. 7
indicates the total braking force at the time when the viscosity of
the lubricating oil is in the proper range. B in FIG. 7 indicates
the total braking force at the time when the viscosity of the
lubricating oil is lower than the proper range and at the same time
the adjustment of the regenerative braking force is not carried
out. C in FIG. 7 indicates the total braking force at the time when
the viscosity of the lubricating oil is lower than the proper range
and at the same time the adjustment of the regenerative braking
force is carried out.
As shown by B in FIG. 7, when the viscosity of the lubricating oil
becomes lower than the proper range, the engine friction F
decreases. At that time, if the adjustment of the regenerative
braking force Ereg is not carried out, the total braking force will
fall below the target value Etoltrg. As a result, the deceleration
of the vehicle M becomes too small or insufficient with respect to
the amount of operation of the brake pedal. When the deceleration
of the vehicle M becomes insufficient with respect to the amount of
operation of the brake pedal, there occurs a need for the driver to
increase the amount of operation of the brake pedal.
On the other hand, as shown in C in FIG. 7, when the regenerative
braking force Ereg is increased according to the decreased amount
of the engine friction F, the total braking force becomes
equivalent to the target value Etoltrg. In other words, the amount
of decrease of the engine friction F will be offset by the amount
of increase of the regenerative braking force Ereg. As a result, it
is possible to avoid a situation where the deceleration of the
vehicle M becomes too small with respect to the amount of operation
of the brake pedal.
However, when the regenerative braking force Ereg is decided
according to the method as mentioned above, the electric power
generated by the alternator 101 may be unable to be fully charged
into the high voltage battery 102 and the low voltage battery 103.
In such a case, the ECU 20 may supply an excessive or surplus
amount of generated electric power to the high voltage electric
load 105.
Hereinafter, the execution procedure of the regenerative control in
this embodiment will be described in line with FIG. 8. FIG. 8 is a
flow chart showing a regenerative control routine. The regenerative
control routine is a routine which has been beforehand stored in a
ROM of the ECU 20, and is executed by the ECU 20 in a periodic
manner.
In the regenerative control routine, first in step S101, the ECU 20
determines whether the vehicle M is in a deceleration running
state. Specifically, when the output signal of the accelerator
position sensor 21 (the degree of opening of the accelerator pedal)
is zero, and when the output signal of the vehicle speed sensor 25
(or wheel speed sensors 60, 70) is larger than zero, and when the
output signal of the brake stroke sensor 23 (the amount of
operation of the brake pedal) is larger than zero, the ECU 20 makes
a determination that the vehicle is in a deceleration running
state.
In cases where a negative determination is made in the
above-mentioned step S101, the ECU 20 ends the execution of this
routine. On the other hand, in cases where an affirmative
determination is made in the above-mentioned step S101, the ECU 20
proceeds to S102. In step S102, the ECU 20 reads in various kinds
of data. Specifically, the ECU 20 reads in the output signal of the
shift position sensor 22 (the shift position), the output signal of
the brake stroke sensor 23 (the amount of operation of the brake
pedal), the engine rotational speed Ne, the output signal V of the
vehicle speed sensor 25 (the vehicle speed), the output signal Toil
of the oil temperature sensor 26 (the oil temperature), and the
output signal Poll of the oil pressure sensor 27 (the oil
pressure).
In step S103, the ECU 20 calculates the engine friction F by using,
as parameters, the oil temperature Toil, the oil pressure Poil, and
the engine rotational speed Ne, which have been read in the
above-mentioned step S102. At that time, the ECU 20 may calculate
the engine friction F by making use of the above-mentioned maps of
FIG. 3 through FIG. 5, or may calculate the engine friction F by
making use of the above-mentioned arithmetic operation models.
In step S104, the ECU 20 calculates the target value Eregtrg of the
regenerative braking force by using the above-mentioned various
kinds of data read in step S102 and the above-mentioned engine
friction F calculated in step S103. Specifically, the ECU 20
calculates the kinetic energy Evhl of the vehicle M, the running
resistance Erl, the frictional braking force Ebrk, and the pumping
loss Eegpl of the internal combustion engine 1 by using, as
parameters, the above-mentioned various data read in step S101.
Subsequently, the ECU 20 calculates the target value Eregtrg of the
regenerative braking force (=Evhl-(Erl+Ebrk+Eegpl+F)) by
subtracting, from the kinetic energy Evhl of the vehicle M, the
running resistance Erl, the frictional braking force Ebrk, the
pumping loss Eegpl of the internal combustion engine 1, and the
engine friction F.
In step S105, the ECU 20 decides a target value of the field
current by using, as parameters, the above-mentioned target value
Eregtrg of the regenerative braking force calculated in step S104,
the rotational speed of the alternator 101, and a voltage suitable
for charging of the battery 102 or 103 which becomes a target to be
charged. At that time, the ECU 20 calculates, from the output
signals of the first SOC sensor 102a and the second SOC sensor
103a, an amount of electric power which can be received by each of
the batteries 102, 103. Then, the ECU 20 selects, as a target
battery to be charged, one of the batteries 102, 103 of which the
amount of electric power capable of being received or charged is
larger than that of the other.
In step S106, the ECU 20 actuates the alternator 101 in accordance
with the above-mentioned target value of the field current decided
in step S105. At that time, in cases where the battery 102 or 103
to be charged can not receive all the generated electric power of
the alternator 101, the ECU 20 supplies an excessive or surplus
amount of generated electric power to the high voltage electric
load 105.
According to the above-mentioned embodiment, even in cases where
the engine friction F changes at the time of deceleration running
of the vehicle M, the magnitude of the total braking force can be
adjusted to a desired magnitude. As a result, it is possible to
avoid the situation where the deceleration of the vehicle M becomes
too large with respect to the amount of operation of the brake
pedal, and the situation where the deceleration of the vehicle M
becomes too small with respect to the amount of operation of the
brake pedal.
<Second Embodiment>
Next, reference will be made to a second embodiment according to
the present invention based on FIG. 9. Here, a construction
different from that of the above-mentioned first embodiment will be
described, and an explanation of the same construction will be
omitted.
The difference of this second embodiment from the above-mentioned
first embodiment resides in the feature that the calculated value
of the engine friction F is corrected based on a property change in
the lubricating oil.
In cases where the lubricating oil has degraded with the lapse of
time, or in cases where the kind of the lubricating oil is changed
by the user of the vehicle M, etc., the engine friction calculated
according to the method described in the first embodiment may
differ from the actual engine friction.
Accordingly, in the regenerative control system of this embodiment,
the ECU 20 obtains the actual engine friction (hereinafter referred
to as an "actual engine friction Fr") from an amount of fuel
injected at the time when the internal combustion engine 1 is in a
no-load running state, and at the same time calculates the engine
friction F according to the method described in the first
embodiment.
The ECU 20 calculates a difference .DELTA.F(=Fr-F) between the
actual engine friction Fr and the engine friction F. However, the
above-mentioned difference .DELTA.F is a difference between the
actual engine friction Fr and the engine friction F at the time
when the internal combustion engine 1 is in the no-load running
state. The engine rotational speed at the time when the internal
combustion engine 1 is in the no-load running state and the engine
rotational speed at the time when regenerative control is being
carried out (the actual engine rotational speed) are different from
each other. For that reason, even if the engine friction F
calculated at the time of the execution of the regenerative control
is corrected by the above-mentioned difference .DELTA.F, the engine
friction F after correction may differ from the actual engine
friction. Accordingly, the ECU 20 may multiply the above-mentioned
difference .DELTA.F by a engine rotational speed correction
coefficient as described in the above-mentioned explanation of FIG.
5, and correct the engine friction F by the result of the
calculation.
When the engine friction F is corrected in this manner, it becomes
possible to enhance the accuracy of calculation of the engine
friction F, even in cases where the lubricating oil has degraded
with the lapse of time, or in cases where the kind of the
lubricating oil has been changed.
In the following, reference will be made to a procedure to obtain a
correction value for the engine friction F along the lines of FIG.
9. FIG. 9 is a flow chart showing a routine which is executed by
the ECU 20 at the time when the correction value for the engine
friction F is learned. This routine is a routine which has been
beforehand stored in a ROM of the ECU 20, and is executed by the
ECU 20 in a periodic manner.
In the routine of FIG. 9, first in S201, the ECU 20 determines
whether the internal combustion engine 1 is in a no-load running
state. Specifically, when auxiliary equipment such as a compressor
for an air conditioner, etc., is in a non operating state, and when
the oil temperature Toil is in a proper range (e.g., the
temperature of the lubricating oil after the completion of warming
up of the internal combustion engine 1), and when the internal
combustion engine 1 is in an idle state, the ECU 20 makes a
determination that the internal combustion engine 1 is in a no-load
running state.
In cases where a negative determination is made in the
above-mentioned step S201, the ECU 20 ends the execution of this
routine. On the other hand, in cases where an affirmative
determination is made in the above-mentioned step S201, the process
of the ECU 20 goes to step S202.
In step S202, the ECU 20 reads in various kinds of data.
Specifically, the ECU 20 reads in the amount of fuel injection, the
engine rotational speed Ne, the output signal (the oil temperature)
Toil of the oil temperature sensor 26, and the output signal (the
oil pressure) Poil of the oil pressure sensor 27.
In step S203, the ECU 20 calculates the engine friction F by using,
as parameters, the engine rotational speed Ne, the oil temperature
Toil, and the oil pressure Poil, which have been read in the
above-mentioned step S202. The calculation method at that time uses
the same calculation method as in the above-mentioned first
embodiment.
In step S204, the ECU 20 calculates the actual engine friction Fr
by using, as a parameter, the amount of fuel injection, which has
been read in the above-mentioned step S202. At that time, the
correlation between the amount of fuel injection and the actual
engine friction Fr may be made into a map in advance.
In step S205, the ECU 20 calculates the difference .DELTA.F (=Fr-F)
between the above-mentioned engine friction F obtained in step S203
and the above-mentioned actual engine friction Fr obtained in step
S204. In step S206, the ECU 20 stores the above-mentioned
difference .DELTA.F as a correction value.
When the correction value .DELTA.F is obtained in this manner, the
ECU 20 corrects the calculated engine friction F by the use of the
above-mentioned correction value .DELTA.F, at the time when the
engine friction F has been calculated in the regenerative control.
Specifically, the ECU 20 obtains the engine rotational speed
correction coefficient from the engine rotational speed Ne at the
time when the engine friction F has been calculated and the
above-mentioned map of FIG. 5. Subsequently, the ECU 20 multiplies
the above-mentioned correction value .DELTA.F by the engine
rotational speed correction coefficient, and adds the
multiplication value thus obtained to the engine friction F. When
the engine rotational speed Ne is corrected according to such a
method, it becomes possible to obtain the more accurate engine
friction F, even in cases where the property of the lubricating oil
has changed.
Here, note that the method of correcting the engine friction F is
not limited to the above-mentioned method, but for example, Ov used
for the above-mentioned arithmetic operation model may be corrected
by the above-mentioned difference .DELTA.F.
EXPLANATION OF REFERENCE NUMERALS AND CHARACTERS
1 internal combustion engine 2 transmission 3 propeller shaft 4
differential gear 5 drive shafts 6 drive wheels 7 undriven wheels
20 ECU 21 accelerator position sensor 22 shift position sensor 23
brake stroke sensor 24 crank position sensor 25 vehicle speed
sensor 26 oil temperature sensor 27 oil pressure sensor 60 first
wheel speed sensor 70 second wheel speed sensor 100 power
generation mechanism 101 alternator 101a regulator 102 high voltage
battery 102a first SOC sensor 103 low voltage battery 103a second
SOC sensor 104 changeover switch 104a input terminal 104b first
output terminal 104c second output terminal 105 high voltage
electric load
* * * * *